Action e Korando - DSI 6 Speed Auto Transaxle - Detalhes Desmontagem e Montagem

DSI 6 A/T
3110-01/3680-01/3722-01/3722-06
DSI 6 SPEED AUTO TRANSAXLE
GENERAL INFORMATION REMOVAL AND INSTALLATION
1. GENERAL INFORMATION..................... 3 3680-01 FLUID LEVEL INSPECTION......... 56

2. SPECIFICATIONS.................................. 5 3680-01 MAINTENANCE OPERATIONS.... 57
3. TIGHTENING TORQUE.......................... 7 3680-01 A/T ASSEMBLY........................... 59
3680-01 VALVE BODY ASSEMBLY........... 73
3680-00 TORQUE CONVERTER................ 83
OVERVIEW AND OPERATING 3680-00 INHIBITOR SWITCH..................... 85
PROCESS 3110-01 TCU.............................................. 88
3722-01 TGS LEVER ASSEMBLY............. 90
1. OVERVIEW............................................ 8 3722-06 TGS CABLE................................. 96
2. FEATURES............................................ 9 3110-01 DTC.............................................. 99
3. MODES AND FUNCTIONS..................... 11
4. LIMP HOME MODE................................ 13
5. TRANSAXLE ELECTRONICAL
CONTROL SYSTEM.............................. 14
6. CAN NETWORK..................................... 17
7. POWER TRANSFER............................... 18
CONFIGURATION AND FUNCTIONS
3722-01 TGS LEVER................................. 27

3680-01 DSI 6-SPEED A/T ASSEMBLY... 37
3680-01 VALVE BODY ASSEMBLY........... 46
3110-01 TCU.............................................. 51
3680-01 INHIBITOR SWITCH..................... 53
3110-01 CIRCUIT DIAGRAM...................... 54
02-2 3680-01

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3680-01 02-3
GENERAL INFORMATION
1. GENERAL INFORMATION
▶ Automatic transaxle (M11)
Inhibitor switch
The Model 11 six speed automatic transaxle is
available in two variants: four wheel drive and
two wheel drive.
- Six forward speeds
- One reverse gear
- A toruqe converter with an integral converter
lock-up clutch with slip control capabilities
Oil pan Electronic shift and pressure controls
Torque converter
- A single planetary gear-set
- A double planetary gear-set
- One hydraulically controlled brake bands
- Three multi-plate clutches
- One multi plate brake
- All hydraulic functions are directed by
- electronic solenoids to control:
1) Engagement feel
2) Shift feel
3) Shift scheduling
4) Modulated torque converter clutch
applications
Driver seat Passenger ▶ TCU (located under driver's seat)

seat
TCU is located under the driver's seat and
controls the transaxle operations.
TCU is activated and deactivated by the
ignition voltage, and connected to the
transaxle through pin 26 in connector.
TCU receives and uses the signals from
E-coupling unit sensors and switches through CAN bus with
analog and digital types.
TCU

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02-4 3680-01
▶ Tip switches on steering wheel ▶ Meter cluster

The shiftable gear can be adjusted by pressing This indicator shows the current position
the "UP (D+)" or "DOWN(D-)" switch when the of the gear.
gear selector lever is in “M” position.
Shift down Shift up
▶ Gear selector lever
Shift lock release button Tip switch (manual shift switch)

If the selector lever cannot be moved from The shiftable gear can be adjusted by
“P” or “N” position, try to move the moving this switch to forward and
lever while pushing down this button with rearward when the gear selector lever
finger. For safety, turn off the engine and is in “M” position.
depress the brake pedal before the
attempt.
Lever positions
P : Park
R : reverse
N : Neutral
D : Drive
Mode switch
W: Winter mode (pressed "OUT")
S: Standard mode (pressed "IN")
Toggle the mode between winter
Selection of Manual/Automatic Shift Function
mode and standard mode by
D: Automatic shift according to the driving condition
pressing this switch.
M: Manual shift

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3680-01 02-5
2. SPECIFICATIONS
1) Specifications
Descriptions Specification
Gear ratio 1st gear 4.156
2nd gear 2.375
3rd gear 1.522
4th gear 1.144
5th gear 0.859
6th gear 0.676
Reverse gear 3.178
Oil Type Fuchs TITAN ATF 3292
Capacity approx. 7.5 L
Change interval EU : Change every 20000 km or 12 months
(But, shorten the service interval under
severe condition)
General : Change every 15000 km or 12
months (But, shorten the service interval
under severe condition)
Resistance of oil -20 430.7 to 533.9 kΩ
temperature sensor
0 146.8 to 175.7 kΩ
20 56.74 to 65.86 kΩ
100 3.201 to 3.399 kΩ
Inhibitor switch D 2.686 kΩ ±8%

N 5.036 kΩ ±8%
P 8.953 kΩ ±8%
R 16.786 kΩ ±8%
Type/Weight M11 6-speed automatic transaxle /

approx. 102 kg (including ATF)
TORQUE 400 Nm
Overall length / Center length 367 mm / 205 mm

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02-6 3680-01
2) Sectional Diagram
Clutch pack Valve body Single planetary gear-set
Double planetary gear-set Oil pump
Torque converter
Input shaft
Intermediate shaft
Differential assembly

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3680-01 02-7
3. TIGHTENING TORQUE
Size x Tightening
Descriptions
Numbers torque (Nm)
Engine side mounting bolt 17 mm X 4 85.0 to 100
Oil pan and engine side
Automatic transaxle 14 mm X 4 56.0 to 62.0
mounting bolt
Oil filler plug 16 mm 25.0 to 30.0

Oil drain plug Hexagon 5 mm 25.0 to 30.0
Assembly mounting screw T30 mm X 9 16.0
Oil pan bolt 10 mm X 15 7.0 to 8.0
Valve body
VBS screw T30 mm 4.0
Valve body screw T30 mm X 25 16.0
Torque converter Mounting bolt 13 mm X 6 40.0 to 42.0
Link nut (switch side) 13 mm X 1 13.7 to 19.6
Link nut (cable side) 12 mm X 1 14.7 to 22.5
Cable
Mounting nut (floor side) 12 mm X 1 17.6 to 21.6
Mounting nut (dash panel side) 12 mm X 2 17.6 to 21.6
TGS lever Mounting nut 12 mm X 4 17.6 to 21.6
TCU Mounting nut 8 mm X 2 5.0 to 6.0
Inhibitor switch Mounting nut 12 mm X 2 3.9 to 7.8
Left bracket 17 mm X 3 85.0 to 100
Transaxle bracket Right bracket 17 mm X 4 85.0 to 100
Upper bracket 17 mm X 4 85.0 to 100
Mounting bolt 10 mm X 2 Max.: 13.0
Oil cooler pipe
Bracket mounting bolt 10 mm X 1 13.0

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02-8 3680-01
OVERVIEW AND OPERATING PROCESS

1. OVERVIEW
Engine power reaches the transaxle via a torque converter with integral converter lock-up
clutch. The six forward gears and one reverse gear are obtained from a single planetary set,
followed by a double planetary set. This type of gear-set arrangement is commonly known as
Lepelletier type gear-set.
The Model M11 6 speed automatic transaxle is electronically controlled. The control system is
comprised of the following components:
- External transaxle control unit (TCU)
- Internal embedded memory module (EMM)
- Input and output speed sensors
- Valve body unit comprised of four ON/OFF solenoid valves and six variable bleed solenoids
(VBS)
- Torque converter

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3680-01 02-9
2. FEATURES
1) Advantages
▶ Early Downshift with Hard Braking and Skip Shifts
When heavy braking is detected, the transaxle downshifts early and skips gears to provide
increased engine braking to provide gear selection for tip-in.
▶ Gear Hold going Uphill/Downhill
If the accelerator pedal is released when traveling uphill, upshifts are prevented to reduce
busyness on grades. If the accelerator pedal is released when traveling downhill, upshifts are
prevented to enhance engine braking.
▶ Drive and Reverse Engagement

A soft engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This
is achieved by limiting engine speed and engine torque which results in a rapid, but progressive
engagement of either Drive or Reverse when moving from the Park or Neutral positions. Drive
and Reverse engagements from either Park or Neutral are performed in less than 2.2 seconds.
There is no drive engagement prevention strategy implemented on the transaxle system as
there is sufficient engine strategy to protect the system. However, reverse engagement is
prevented until engine speed is less than 1,400 rpm and the accelerator pedal position is less
than 12% and vehicle speed is less than 10 km/h.
▶ Converter Clutch Lock-Up In All Gears
The transaxle features converter clutch lock-up in all gears. This feature provides improved fuel
economy and vehicle performance. It also improves transaxle cooling efficiency when towing
heavy loads at low speeds, e.g. in city driving or hill terrain.
▶ Embedded Memory Module (EMM)

The embedded memory module (EMM) is
matched to the transaxle’s valve bodies
during transaxle assembly to ensure refined
shift quality. The EMM is used to store data
such as valve body calibration data and valve
body serial number.
Upon installation, the TCU will download the
data from the EMM and utilize this data in the
operation of the transaxle.

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02-10 3680-01
2) Transaxle Cooling
The transaxle cooling system ensures rapid warm-up and constant operating temperature
resulting in reduced fuel consumption and refined shift quality.
It also includes a cooler by-pass within the hydraulic system to allow sufficient lubrication to the
transaxle drivetrain in the event of a blockage in the transaxle cooler.
3) Shift Strategy
▶ Gear Change
Transaxle gear change is controlled by the
TCU. The TCU receives inputs from various
engine and vehicle sensors to select shift
schedules and to control the shift feel and
torque converter clutch (TCC) operation at
each gear change.
▶ Coast down
Coast down down shifts occur at 0% pedal
when the vehicle is coasting down to a stop.
▶ Torque Demand
Torque demand down shifts occur
(automatically) when the driver demand for
torque is greater than the engine can
provide at that gear ratio. If applied, the
transaxle will disengage the TCC to provide
added acceleration.

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3680-01 02-11
3. MODES AND FUNCTIONS

1) Functions
1. Shift lock release button
If the selector lever cannot be moved from
“P” or “N” position, try to move the lever
while pushing down this button with finger.
For safety, turn off the engine and depress
the brake pedal before the attempt.
2. Selection of Manual/Automatic Shift

Function
D: Automatic shift according to the driving
condition
M: Manual shift
3. Mode switch

Toggle the mode between winter mode and standard mode by pressing this switch.
4. Lever positions
P : Park
R : reverse
N : Neutral
D : Drive
5. Tip switch (manual shift switch)

The shiftable gear can be adjusted by moving this switch to forward and rearward when the
gear selector lever is in “M” position.
2) M Mode (Manual Mode)

This allows the driver to define the highest
possible gear by selecting “+” or “-” on
the gear selector when the lever is in the
“M” position. When the lever is first moved
to the manual “M” position the transaxle
will select the lowest possible gear.

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02-12 3680-01
▶ 1st Gear State

- The 1st gear state will display on the
instrument cluster. Unlike the normal 1st
gear, engine braking will be available in
this manual 1st state.
▶ 2nd Gear State

- The 2nd gear state will display on the
instrument cluster. 2-1 automatic kick-down
shifts are available. 2nd gear has engine
braking available.
▶ 3rd Gear State

- The 3rd gear state will display on the
instrument cluster. 3-2 and 3-1 automatic
kick-down shifts are available. 3rd gear
has engine braking available.
▶ 4th Gear State

- The 4th gear state will display on the
kick-down shifts are available. 4th gear
▶ 5th Gear State

kick-down shift is available. 5th gear has
engine braking available.
▶ 6th Gear State

kick-down shifts are available. 6th gear

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3680-01 02-13
4. LIMP HOME MODE

▶ When the transaxle is defective
1. In the event of a system fault, the TCU also provides for failure mode effect control (FMEC) to
maintain maximum functional operation of the transaxle.
2. In the event of a total loss of control or electrical power, the basic transaxle functions (Park,
Reverse, Neutral and Drive) are retained. The 4th and reverse gear ratios with the torque
converter clutch in the unlocked state are the retained gear states the hydraulic system
supports without any electrical assistance.
3. The TCU communicates with other vehicle electronic control modules by the controller area
network (CAN). If a major fault develops, the transaxle may automatically operate in a "limp
home" (failure) mode to enable the vehicle to be driven to an authorized dealer for repair.
4. The TCU also provides for transaxle diagnostics, which meet the requirements of OBD II
legislation, monitoring all components which may effect vehicle emissions.
▶ When the transaxle overheats

1. Limp home mode may also be engaged if the battery charge falls below 8V.
2. If the transaxle overheats, the shift patterns will automatically change to enable improved
transaxle cooling.
3. During transaxle overheat, the instrument cluster transaxle selector position display and the
over temperature condition is indicated by flashing the “W(Winter)” indicator on the
instrument cluster until normal transaxle operating temperature is reached.
▶ Towing the automatic transaxle equipped vehicle
- Flat-bed equipment is the best method of moving a disabled vehicle to avoid any damages.
- For AWD vehicle: The vehicle must be towed with a wheel lift and dollies or flatbed
equipment with all the wheels off the ground.
For 2WD vehicles: It is acceptable to tow the vehicle with the rear wheels on the ground
without dollies and the front wheels off the ground. When being towed by a commercial
towtruck and wheel dollies are not available, the front of the vehicle should be lifted, not the
rear.

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02-14 3680-01
5. TRANSAXLE ELECTRONIC CONTROL SYSTEM

1) General Information
The transmission control unit (TCU) and its input/output network control the following
transmission operations:
- Shift timing
- Line pressure
- Clutch pressure (shift feel)
- Torque converter clutch
also uses these signals when determining transaxle operating strategy. Using all of these input
signals, the TCU can determine when the time and conditions are right for a shift, or when to
apply or release the torque converter clutch. It will also determine the pressure needed to
optimise shift feel. To accomplish this, the TCU operates six variable bleed control solenoids
and four on/off solenoids to control transaxle operation.
2) TCU (Transmission Control Unit)

The transaxle control unit (TCU) is mounted
under the driver's seat and controls the
operation of the transaxle.
The TCU is activated and deactivated by the
ignition power supply and is connected to the
transaxle link harness by a 26 pin connector.
The TCU processes information received
from internal sensors and signals received
across the CAN bus in analogue and digital
forms such as:
- Transaxle input speed
- Transaxle output speed
- Accelerator pedal position
- Gear selector position
- Engine torque
- Engine speed
- Transaxle fluid temperature
- Brake pedal status
- Engine oil temperature
- Engine coolant temperature
- Ambient air temperature
- Barometric pressure

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3680-01 02-15
This information is used by the TCU to decide which shift pattern to select and for shift energy
management. Electro-hydraulic solenoid valves and variable bleed solenoids control the
transaxle gear changes.
Six variable bleed solenoids and four on/off solenoids are used to direct transaxle fluid flow to
control the fluid pressure within the three clutches and two bands. Separate pressure regulators
are used exclusively for torque converter clutch control and main transaxle line pressure.
The TCU monitors all TCU inputs and outputs to confirm correct system operation. If a fault
occurs the TCU is able to perform default action and inform the driver of the problem through
the instrument cluster warning lights. Detailed information is available via trouble codes which
can be read with the service tool.

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02-16 3680-01
3) Shift Map Selection

The driver can manually select between normal (S) and winter modes (W) via the mode switch.
Depending on the transaxle temperature, uphill and downhill grades and altitude, shift maps will
be selected by the TCU to suit the driving conditions. The following maps are available.
▶ Standard (Normal) Mode

Normal Mode is selected when the lever is in the D position with the mode switch in the normal
(S) position and the transaxle is within normal temperature ranges. Shift schedule points are
optimised for fuel efficiency and general driving conditions.
▶ Uphill and Downhill Mode

In this mode, depending on the load of the vehicle, adaptive shift maps are selected to
progressively adjust the shift points and torque converter lock points.
▶ Altitude Mode
Shift points are automatically adjusted at higher altitudes to compensate for changes in engine
torque where the torque produced by the engine is greatly reduced by the effects of reduced
barometric pressure and temperature.
▶ Winter (W) Mode

When winter mode is selected, starting in second gear is facilitated and the WINTER mode
indicator light is switched ON. To prevent wheel spin on slippery surfaces, the transmission will
not allow first gear unless manually overridden.
▶ Warm up Schedule
Used typically when transaxle fluid temperature is below 20°C.
The torque converter will not lock-up below 20°C to assist in transaxle warm-up.
▶ Hot Mode
The hot mode is progressively applied between temperatures of 110° ~ 200°C. The torque
converter lock-up is increased to prevent heat generation by the torque converter.
Above 110℃ the electrical radiator fans are switch ON
Above 130℃ the engine torque will be reduced and the W light on the instrument cluster will
flash
Above 200℃ the transaxle will neutralise until the fluid temperature falls below 200°C as
a final protection.
Activation of the hot mode inhibits other transmission performance features including uphill and
downhill compensation and altitude compensation. Some degradation in shift feel may be
experienced as the torque converter is not unlocked during shifting.
▶ Cruise Control Mode

When cruise control is activated the engine ECU may request the transaxle to downshift under
trailing throttle conditions to increase engine braking.

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3680-01 02-17
6. CAN NETWORK
▶ Schematic Diagram of Network Communication
The TCU sends signals to be used by other vehicle systems via the CAN bus, such as:
- Selector lever position
- Selected gear state
- Manual mode activation
- Output torque
- Transaxle fluid temperature
- Engine torque reduction requests

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02-18 3680-01
7. POWER TRANSFER
Power transfer modes are as follow:
- Manual: 1st gear (position M)
- Drive: 1st gear
- Drive: 2nd gear
- Drive: 3rd gear
- Drive: 4th gear - limp home mode
- Drive: 5th gear
- Drive: 6th gear
1) Gear Selection and Engagement Element

Engagement element (clutch/band)
Gear Gear ratio
C1 C2 C3 B1 B2 1-2 OWC
M1 4.156 ON ON
1st 4.156 ON ON
2nd 2.375 ON ON
3rd 1.522 ON ON
4th 1.144 ON ON
5th 0.859 ON ON
6th 0.676 ON ON
Reverse 3.178 ON ON
ON/OFF solenoid valve Variable bleed solenoid valve (VBS)

Gear
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
M1 ON 1 0 1
1st ON 1 0 0-1
2nd ON ON 1 0 1 0-1
3rd ON ON 1 0 1 0-1
4th 0 0 0-1
5th ON 0 1 1 0-1
6th ON ON 0 1 1 0-1
Rev. ON ON ON 1 1 1 0-1

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3680-01 02-19
2) Power Flow
▶ Front planetary gear

1. Front sun gear (FSG)
2. Planetary hear pinion (PP)
3. Ring gear (Internal)
▶ Intermediate gear
▶ Rear planetary gear
9. Drive gear
4. Forward sun gear (FSG) 10.Driven gear
5. Reverse sun gear (RSG)
6. Short pinion (SPP) ▶ Differential gear
7. Long oinion (LPP) 11.Pinion
8. Ring gear (RG) 12.Differential

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02-20 3680-01
3) Hydraulic Circuit Diagram

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3680-01 02-21

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02-22 3680-01
4) Power Transfer in Each Gear

(1) Manual (position M) - 4.156 : 1
▶ Power flow
(2) Drive 1st Gear (1st Auto) - 4.156 : 1

▶ Power flow

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3680-01 02-23
(3) Drive 2nd (2nd Auto) - 2.375 : 1

▶ Power flow
(4) Drive 3rd (3rd Auto) - 1.522 : 1

▶ Power flow

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02-24 3680-01
(5) Drive 4th (4th Auto) - 1.144 : 1

▶ Power flow
(6) Drive 5th (5th Auto) - 0.859 : 1

▶ Power flow

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3680-01 02-25
(7) Drive 6th (6th Auto) - 0.676 : 1

▶ Power flow
(8) Reverse - 3.178 : 1

▶ Power flow

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02-26 3680-01
(9) Neutral / Park

▶ Power flow

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3722-01 02-27
CONFIGURATION AND FUNCTIONS

3722-01 TGS LEVER
1) Overview
The TGS lever prevents inappropriate or unexpected shifting of gears to increase safety. It also
helps the driver safely select a needed gear. The solenoid of the TGS lever has the factory-
installed "P" Lock function which allows the driver to shift gears from the "P" position only when
the brake pedal is depressed. Because drivers of vehicles without this system can shift gears
by only operating the gear selection lever, their safety and convenience are limited. Sometimes,
the gears could be changed unexpectedly or unintentionally by various factors. Therefore, two
tip switches are installed to prevent such changes from happening.
For instance, when a vehicle is running on a severely curved road, the driver must hold the
steering wheel with two hands. Shifting gears or using the engine brake while driving on the
road will be dangerous. So, one tip switch is installed on the steering wheel. The other tip
switch is installed on the knob to prevent unintended gear shifting.
This system is only activated when the TGS lever is engaged in the "M" position. When the
lever is pushed to the "D" position, the tip switches will not change gears.
Locations
Tip switch (-) Tip switch (-) TGS lever knob
Tip switch
TGS lever assembly

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02-28 3722-01
2) TGS Lever Positions

P <---> D D <---> M
▶ Park
The engine can be started. The parking pole stops the driving wheels from
rolling.
To move the lever from "P" to another position, the brake pedal must be
depressed (Parking Lock System).
▶ Reverse
By switching between the Standard and Winter switches, the reverse

speed can be changed. The change should be made before shifting the
selector lever to the "P" position.
▶ Neutral, Engine Start or Towing
It is possible to start the engine. This position is also for a brief stop or
towing the vehicle. When towing the vehicle, the towing speed should be 50
km/h or less and the towing distance should not exceed 50 kilometers. It is
recommended to load this vehicle on a flat-bed towing vehicle.
▶ 1 to 6 Gears
This position is for normal driving on paved roads or high speed driving. The
gear ratio of the 6th gear is 0.676:1.

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3722-01 02-29
3) Manual Mode (M Position)
Tip switch
Tip switch (+) Tip switch (-)
Driving gear can be adjusted by operating the tip switch after moving the gear selector lever
from “D” to “M” position. If the gear selector level is moved to “M” position while driving,
the gear is shifted down to the next lower gear. To prevent shift shock and to protect the
system, in some cases, the current gear may not be shifted to the lower gear even if the gear
selector lever is moved to “M” position.
▶ 1 to 6 gears (only available in the "M" position)
Normal driving position.

Automatically shifted to 1 to 6 gear same as "D" position.
Can downshift with tip switch.
Normal driving position.

Automatically shifted to 1 to 5 gear.
Can shift to 5th gear with tip switch.

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02-30 3722-01
Use on a long and gentle slope.

Can shift to 4th gear with tip switch.
Use on a long and gentle slope. Engine braking effect is available.

Can shift to 3rd gear with tip switch.
Use on a unpaved road, steep hill. Engine braking effect is available.

Can shift to 2nd gear with tip switch.
▶ 1st gear (only available in the "M" position)
Use on a rugged road, mountain path and steep hill. Engine braking effect
on steep hill is available.
Use only 1st gear.

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3722-01 02-31
4) Shift Mode
(1) Manual (M) mode
To prevent any wrong shifting down or up in the "D" position, the manual mode can be activated
only in the "M" position. When both tip switches on the steering wheel and the knob send out
shifting up or down signals in the M mode to the controller of the selector lever, the controller
only accepts the first signal and ignores the second signal.
When the driver briefly touches or continuously pushes one of the up or down shifting tip switch
in the M mode, the signal is sent to the TCU. When the driver pushes and holds the switch, the
TCU shifts down one or two gears without any jerking. If the driver briefly touches the switch
once, the TCU shifts up or down gears one by one.
(2) When switching from D to M

When the selector lever is pushed from the D position to the M mode, the M mode sensor
detects this change and sends a signal to the TCU, and the TCU shifts down one or two gears
without any jerking. This means the newly engaged gear in the M mode is the one-level lower
gear from the D position.
(3) When switching from M to D

When the selector lever is pushed to the D position from the M mode, the M position sensor
detects the change and sends another signal to the TCU. Then, the TCU enables the
transmission to choose from all available gears including the highest one (the D position).

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02-32 3722-01
(4) Circuit Diagram

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3722-01 02-33
5) Mode Switch

Toggle the mode between winter
mode and standard mode by
pressing this switch.
The mode switch is installed next to the gear selector lever as shown in the figure. It has the
Standard (S) and Winter (W) modes.
- The S mode is for driving under normal conditions and uses the 1st gear to start off. It also
ensures more enjoyable driving by analyzing the driver's driving habits and changing shifting
patterns according to the habits. (Degree holding on a hilly road: approximately 11 to 13.5%
or less)
- When the W mode is selected, the Winter lamp comes on the instrument panel. The mode
uses the 2nd gear for the vehicle's smooth driving off.
The TGS unit sends the signal related to the mode switch to TCU through hard wire.

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02-34 3722-01
6) Parking Lock System

(1) Function
The parking lock system is built in the selector
lever unit as shown in the figure. The wiring to
detect the brake switch is connected to the
selector lever unit so that the system detects
the brake switch operation signal for allowing
shift from the "P" to other positions. This
system is a safety measure to prevent the
selector lever from moving unless the brake
pedal is depressed.
▶ Shift lock
1. Gear selector lever
2. Shift pattern display Unless the ignition switch is turned to "ON"
3. Parking lock release flap and the brake pedal is pressed, the TGS
4. TGS control unit (Integrated) control unit does not activate the P Locking
5. Mode switch solenoid and the TGS lever stays locked. In
this situation, the lock lever is engaged to the
P lock position and the locking lever tap holds
the lock lever. Therefore, the TGS lever
cannot be shifted to other positions.

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3722-01 02-35
▶ Shift lock solenoid
Input
Lever Speed Lock Solenoid Remarks
Ignition Brake
position (km/h) position
X OFF X X 1 OFF
P ON OFF X 1 OFF P LOCK
P ON ON X 2 ON
P.R ON X X Use the last available
gear position
R ON X X 2 OFF
R.N ON X X Use the last available
gear position
N ON X X 2 OFF
N.D ON X X
D ON X X 2 OFF Use the last available
gear position
Lock position P
1 LOCK
2 UNLOCK

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02-36 3722-01
7) Selector Lever Control Unit

(1) Function
The Selector Lever Unit performs the following:
a. Informs the TCU of the Selector Lever's position between the D and M modes though hard
wires
b. Turns on the Selector Lever Illumination
c. Activates the Parking Lock system
▶ Connector
Pin No. Function Remarks

1 Mode switch (+) Sends to TCU (B10)
2 Shift lock solenoid (+) Sends to ICM relay box (C7)
3 Tip switch (+) Sends to TCU (B4)
4 Mode switch (-) Ground
5 Shift lock solenoid (-) Ground
6 Parking position switch (+) Sends to ICM relay box (C8)
7 Parking position switch (-) Ground
8 Tip switch (-) Ground

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3680-01 02-37
3680-01 DSI 6 SPEED A/T ASSEMBLY

1) Sectional Diagram
Hub-clutch2 Hub-clutch2/clutch3
Support ass'y-
center rear Hub-brake Input shaft Torque converter
ANNULUS band1/clutch3
Oil pump
Overdrive shaft
assembly
Rear carrier
assembly-brake
band2/clutch1
Drive gear
Intermediate
shaft
Differential gear
Differential axle
assembly

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02-38 3680-01
(1) Torque converter
Torque converter
▶ Front view
▶ Rear view
The torque converter is installed between the

engine and the transmission. It is consisted of
the impeller, turbine, stator, lockup clutch,
and one-way clutch.
The torque converter contains a single plate
lock-up clutch. The lock-up clutch can be
controlled and engaged in any forward gear.
The clutch is applied by removing
transmission fluid pressure from one side of
the plate and applying pressure to the other.
The torque converter transmits and multiplies
torque.

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3680-01 02-39
▶ Operation
- The impeller, which is driven by the engine, imparts a circular flow to the transaxle fluid in the
converter.
- This transaxle fluid strikes the turbine wheel, which causes the flow to change its direction.
- The transaxle fluid flows out of the turbine wheel close to the hub and strikes the stator where
its direction is changed again to a direction suitable for re-entering the impeller.
- The change in direction at the stator generates a torque reaction which increases the torque
reaching the turbine.
- The ratio between turbine and impeller torque is referred to as torque multiplication or
conversion.
- The greater the difference in speed or rotation at the impeller and turbine, the greater the
increase in torque. The maximum increase is obtained when the turbine wheel is stationary.
As turbine wheel speed increases, the amount of torque multiplication gradually drops.
- When the turbine wheel is rotating at about 85% of the impeller speed, torque conversion
reverts to one, that is to say torque at the turbine wheel is no higher than the torque at the
impeller.
- The stator, which is prevented from rotating backwards by a one-way clutch and the shaft in
the transaxle housing, runs freely in the transaxle fluid flow and overruns on the one-way
clutch. From this point on, the converter acts only as a fluid coupling. During the torque
conversion process, the stator ceases to rotate and bears against the housing by the one-way
clutch.
▶ Torque converter lock-up clutch

- The torque converter lock-up clutch is a
device which eliminates slip in the torque
converter and therefore helps to keep fuel
consumption to a minimum.
- The torque converter lock-up clutch includes
a cooling nozzle which allows for torque
converter slip control. This functionality allows
for partial torque converter lock-up at lower
than normal engine rpm, which improves fuel
economy.
- The torque converter lock-up clutch is
engaged and released via the control system.
Pressure at the torque converter lock-up
clutch piston is determined by an electronic
variable bleed solenoid (VBS).

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02-40 3680-01
- The torque converter lock-up clutch can be

controlled and engaged in any forward gear.
When the torque converter lock-up clutch is
released, transmission fluid pressure behind
the lock-up clutch piston turbine area is
equalized. The direction of flow is through the
turbine hub and the area behind the piston
into the turbine area.
- To engage the torque converter lock-up clutch
the direction of transmission fluid flow is
changed by a valve in the transmission pump.
At the same time the space behind the torque
converter lock-up clutch piston is vented. Fluid
pressure extends from the turbine area to the
torque converter lock-up clutch piston and
presses it against the cover of the torque
converter. This locks the turbine wheel
between the piston and the cover and enables
the drive to pass with limited slip to the
planetary gear train in normal operating
conditions.

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3680-01 02-41
(2) Fluid pump
Fluid pump
Fluid pump assembly
Fluid filter assembly
- The fluid pump is a parachoidal type pump

Pump body delivering approximately 17.6 cc of
Sun gear transaxle fluid per revolution.
It is located between the torque converter
Oil seal, front
and the transaxle housing.
pump
- The torque converter is supported in the
fluid pump by a plain bush bearing. The
fluid pump is driven directly from the
engine by the torque converter cover and
supplies transaxle fluid directly to the
valve body and transaxle.
- The fluid pump draws in transaxle fluid
through a filter and delivers it at high
pressure to the valve body.
Support tube
Driving gear
Driven gear

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02-42 3680-01
(3) Single planetary gear-set

The single planetary gear-set is driven by input shaft. The single planetary gear-set consists of:
- One sun gear
- Three planetary gears meshing with sun gear
- One planetary gear carrier
- One ring gear
Single planetary gear-set
C3 cylinder C2 cylinder
Ring gear
Sun gear
Input shaft
Pinion gear

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3680-01 02-43
(4) Double planetary gear-set

The double planetary gear-set is splined to the Overdrive shaft. The double planetary gear-set
consists of:
- Two sun gears (forward and reverse)
- Three short planetary gears and three long planetary gears meshing with sun gears
- One planetary gear carrier
- One ring gear
Double planetary gear-set
Reverse sun gear One way clutch
Ring gear
Center support
Forward sun
gear
Long pinion
gear
Short pinion gear

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02-44 3680-01
(5) Clutches and brake bands

C1 C2 and C3
Other shift elements in addition to the torque

converter lock-up clutch are:
- Four rotating multi-plate clutches C1,
C2 and C3
- One brake clutch (B2)
- One brake band (B1)
The multi-plate clutches are equalized in

terms of dynamic pressure. Its piston is
exposed to the transaxle fluid flow on both
sides in order to prevent pressure build up in
the clutch as the speed of rotation increases.
This pressure equalization is achieved by a
piston dam.
The advantages of this dynamic pressure
equalization are:
- Reliable clutch engagement and release

in all speed ranges
- Improved shift refinement

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3680-01 02-45
▶ Components
C1 assembly
C1 cylinder assembly
Piston
Spring
assembly Dam
assembly
Retainer ring
Retainer ring
C1 clutch plate
assembly
C2 and C3 assembly
C3 cylinder assembly
Thrust bearing C3 washer
C3 clutch pack
C3 retainer ring
Thrust bearing
C3 retainer plate
C2 clutch assembly
Front carrier and input

shaft assembly

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02-46 3680-01
3680-01 VALVE BODY ASSEMBLY

1) Overview
The valve body contains four on/off solenoid valves and six variable bleed solenoids. The on/off
solenoid valves are actuated by the TCU and maintain two positions; open and closed. These
valves are used to switch the shift valves.
The variable bleed solenoids convert an electric current into a proportional hydraulic pressure.
They are energized by the TCU and supply variable pressure to each of the clutch or bands
dedicated regulator valves.
Front
Speed sensor connector
Detent spring
EMM
ON/OFF solenoid (S1 to S4)
Valve body connector
Rear
Wiring plate Variable bleed solenoid (S5 to S10)
VBS - Normally High
(S5, S6, S9)
VBS - Normally Low

(S7, S8, S10)

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3680-01 02-47
▶ Locations of solenoids
S10 - variable bleed solenoid S5 - variable bleed solenoid

(VBS-Normally Low) (VBS-Normally High)
S8 - variable bleed solenoid

(VBS-Normally Low)
S6 - variable bleed solenoid

(VBS-Normally High)
S7 - variable bleed solenoid S9 - variable bleed solenoid

(VBS-Normally High) (VBS-Normally Low)
S4 - ON/OFF solenoid S1 - ON/OFF solenoid
S3 - ON/OFF solenoid S2 - ON/OFF solenoid

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Action e Korando - DSI 6 Speed Auto Transaxle - Detalhes Desmontagem e Montagem

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Action e Korando - DSI 6 Speed Auto Transaxle - Detalhes Desmontagem e Montagem

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Available Formats

DSI 6 A/T

DSI 6 SPEED AUTO TRANSAXLE

GENERAL INFORMATION REMOVAL AND INSTALLATION

1. GENERAL INFORMATION..................... 3 3680-01 FLUID LEVEL INSPECTION......... 56

CONFIGURATION AND FUNCTIONS

3722-01 TGS LEVER................................. 27

DSI 6 SPEED AUTO TRANSAXLE

Driver seat Passenger ▶ TCU (located under driver's seat)

DSI 6 SPEED AUTO TRANSAXLE

▶ Tip switches on steering wheel ▶ Meter cluster

Shift down Shift up

▶ Gear selector lever

Shift lock release button Tip switch (manual shift switch)

DSI 6 SPEED AUTO TRANSAXLE

Inhibitor switch D 2.686 kΩ ±8%

Type/Weight M11 6-speed automatic transaxle /

DSI 6 SPEED AUTO TRANSAXLE

Clutch pack Valve body Single planetary gear-set

Double planetary gear-set Oil pump

DSI 6 SPEED AUTO TRANSAXLE

Oil filler plug 16 mm 25.0 to 30.0

DSI 6 SPEED AUTO TRANSAXLE

OVERVIEW AND OPERATING PROCESS

DSI 6 SPEED AUTO TRANSAXLE

▶ Drive and Reverse Engagement

▶ Embedded Memory Module (EMM)

DSI 6 SPEED AUTO TRANSAXLE

DSI 6 SPEED AUTO TRANSAXLE

3. MODES AND FUNCTIONS

2. Selection of Manual/Automatic Shift

W: Winter mode (pressed "OUT")

5. Tip switch (manual shift switch)

2) M Mode (Manual Mode)

DSI 6 SPEED AUTO TRANSAXLE

▶ 1st Gear State

▶ 2nd Gear State

▶ 3rd Gear State

▶ 4th Gear State

▶ 5th Gear State

▶ 6th Gear State

DSI 6 SPEED AUTO TRANSAXLE

4. LIMP HOME MODE

▶ When the transaxle overheats

▶ Towing the automatic transaxle equipped vehicle

DSI 6 SPEED AUTO TRANSAXLE

5. TRANSAXLE ELECTRONIC CONTROL SYSTEM

2) TCU (Transmission Control Unit)

DSI 6 SPEED AUTO TRANSAXLE

DSI 6 SPEED AUTO TRANSAXLE

3) Shift Map Selection

▶ Standard (Normal) Mode

▶ Uphill and Downhill Mode

▶ Winter (W) Mode

▶ Cruise Control Mode

DSI 6 SPEED AUTO TRANSAXLE

DSI 6 SPEED AUTO TRANSAXLE

1) Gear Selection and Engagement Element

ON/OFF solenoid valve Variable bleed solenoid valve (VBS)

DSI 6 SPEED AUTO TRANSAXLE

▶ Front planetary gear

DSI 6 SPEED AUTO TRANSAXLE

3) Hydraulic Circuit Diagram

DSI 6 SPEED AUTO TRANSAXLE